Automatic air intake for internalcombustion engines



Nov. 16, 1954 l.. R. RAWLEY 2,694,409

AUTOMATIC AIR INTAKE FOR INTERINTAI..-COMBUSTIION ENGNES Filed May 19, 1950 9. Huw "'/a AUTUMATIC Am INTAKE FOR INTERNAL- COMBUSTION ENGINES Lawrence R. Rawley, Compton, Calif.

Application May 19, 1950, Serial No. 162,959

4 Claims. (Cl. 137-480) This invention relates to an automatic air intake for internal combustion engines whereby air is automatically fed into the intake manifold in amounts proper `for the particular speed of the engines.

An object of my invention is to provide a novel air intake of the character stated, in which no additional air is admitted at idling speeds of the engine, but an adequate additional amount of air is added as the engine speed increases.

Another object of my invention is to provide a novel air intake of the character stated, in which the proper amount of air is automatically fed into the intake manifold and without any manual adjustments on the part of the operator.

A feature of my invention is to provide a novel air intake of the character stated, which is simple in construction and which will not only increase gasoline mileage, but will improve the performance of the engine, will reduce carbon deposits, and will provide a better air fuel ratio at high altitudes; also, the fuel will be burned more adequately due to the additional amount of available air.

Still another object of my invention s to provide a novel air intake of the character stated, which is simple in construction, inexpensive to manufacture, and which can be easily and quickly installed between the carburetor and the intake manifold of the engine.

Other objects, advantages and features of invention may appear from the accompanying drawing, the subjoined detailed description and the appended claims.

ln the drawing:

Figure l is a fragmentary perspective view of my an' intake, in position on an engine.

Figure 2 is a top plan View of my air intake.

Figure 3 is a sectional view taken on line 3-3 of Figure 4.

Figure 4 is a horizontal transverse sectional View of my air intake.

Figure 5 is a fragmentary View similar to Figure 4, showing the valves in another position.

Figure 6 is a View similar to Figure 5, showing the valve in still another position.

Figure 7 is a top plan View of an air intake, as applied to a single throat carburetor.

Figure 8 is a side view of the slide valve.

In Figures 2 to 6, inclusive, I have shown a construction which is adapted to the two throat or duplex type of carburetor, however. my air intake can be applied to the single throat type of carburetor, if desired. The valve construction is the same for either type of carburetor.

A substantially rectangular plate 1 is positioned between the carburetor 2 and the intake manifold 3, and is securely bolted in this position, substantially as shown in Figure l. The same hold-down bolts which secure the carburetor 2 in position extend through the plate 1, i. e., through the holes 4 and thence into the intake manifold to secure the entire assembly in position.

One or more vertical holes 5 extend through the plate 1 and are aligned with the carburetor 2, thus permitting air to ow through the carburetor, thence through 'the plate 1, and into the intake manifold 3. A palr of bores 6 and 7 are provided in the plate 1, and these bores are substantially parallel to each other and extend horizontally into the plate, substantially as shown. The outer end of the bore 6 is closed bv a plug 8 and the outer end of the bore 7 is closed by the threaded stud 9. A duct 10 extends from the hole or holes 5,

States Patent() ICC thence into the inner end of the bore 7, and then into the outer end of the bore 6, that is, the duct joins the hole or holes 5 with both of the bores 6 and 7. The purpose of this duct is to carry the air into the holes 5 and thence into the intake manifold, as will be further described.

A ball valve 11 is seated in the bore 6 by the spring 12. A slide valve 13 is provided in the bore 7 and moves lengthwise of this bore as urged by the spring 14, or by the vacuum in the manifold 3, as will be further described. The slide valve 13 includes two cylinders 15 and 16, connected by the neck 17. This slide valve moves in relation to and controls the two air intake ports 18 and 19, which extend vertically through the plate 1 and into the bore '7, substantially as shown. A pair of connecting ports 20- 21 connect the bores 6 and 7, and these latter ports are substantially in alignment with the ports 18 and 19, respectively.

In operation, assuming that the engine is dead:

The spring 12 seats the ball 11, and also the slide valve 13 is pushed entirely to the left against the end of the stud 9. Thus, when the engine is cranked for starting, no air can enter the intake manifold, other than the air through the carburetor, due to the fact that the ball valve 11 will remain seated against the small vacuum caused by the cranking speed.

As soon as the engine starts, and is operating at an idling speed, there is a high vacuum in the manifold 3, and this, acting through the duct 10, pulls the ball 11 olf its seat, as shown in Figure 5. At the same time this vacuum pulls the slide valve 13 to the position shown in Figure 5, and in this position the piston 15 closes the ports 18, 19, 20 and 21. The ball valve may then reseat itself. The piston 15 can slide as described. Even though the plug 9 makes a sealed space of the space 7 there is always enough clearance around the piston 15 to permit movement.

lt will thus be evident that no additional air is added to the engine at idling speeds and, therefore, the engine will idle smoothly and effectively on the usual small amount of fuel from the carburetor.

As previously described, this same condition exists when the engine is started. In other words, since the ball 11 is seated, the engine starts easily since there is no excessive amount of air added. When the engine speed increases above idling, the vacuum in the intake manifold decreases. This permits the spring 14 to overcome this vacuum pull and the slide valve 13 is then moved to the position shown in Figure 6. The neck 17 of this slide valve then opens ei'fher of the ports 18 or 19, but not both of these ports simultaneously. When either port 1'8 or 19 mens. air ows throunh this port, thence through the port 20 or 21, then through the bore 6, past the ball 11, and thence through the duct 10, and into the hole 5, and then into the intake manifold.

Since the varying amount of vacuum in the intake manifold of the engine will permit the spring 14 to move the valve 13 to various positions, I provide two ports 18 and 19 so 1Lhat either of these ports may be opened by the slide valve, but not both. Each port is of a 'size to admit the proper amount of additional air and, therefore, l desire that either of the proper sized ports 18 or 19 shall be opened when the engine is started and operating at high speed. As soon as the engine speed drops to idling, the high vacuum in the manifold will again pull the slide valve 13 to the right, compressing the spring 14, and closing the ports 18, 19, 20 and 21. All of this occurs automatically and no manual control is needed other than the mere control of the throttle which is usual. The stud 9 is threaded and can be adjusted so that the slide valve 13 will move a proper distance to the left to open the ports 18 or 19, as previously described.

Having described my invention, I claim:

l. An air intake for internal combustion engines comprising a plate, said plate having a central hole therein, said plate having two bores therein, a sliding valve in one of said bores, spring means urging said valve in one direction, said plate having air intake ports extending into said one bore and providing communication between said bores, said ports adapted to be alternatively covered and uncovered by said valve, a resiliently seated check valve 'in the other bore, and said plate having a duct extending i `from both of said bores beyond said valves to said hole.

2. An air intake for internal combustion engines comprising a plate, said plate having a central hole therein, said plate having a bore therein extending transverselyof the plate, a cylindrical valve in said bore, a spring engaging the valve and urging the same in one direction, Said plate having air intake ports extending into said bore, said ports adapted to be alternatively covered and uncovered by said valve, and said plate having a duct ex tending from adjacent one end of the bore to said hole, a second bore in said plate adjacent the rst named bore, said plate having vducts therein connecting both of said bores and adjacent each pair of ends of said bores, and a resiliently seated check valve in the last named bore between said latter ducts.

3. An air intake for internal ,cornbustiOn` engines comprising a plate, said plate having a hole therein, said plate having a bore therein closed at both ends, a sliding valve in said bore, a spring engaging the valve and urging said valve in one direction, said plate having air intake lports therein, said ports extending into said bore adjacent one end thereof, said ports adapted to be alternatively covered and uncovered by said valve, said yplate having a second bore therein closed at both ends, a resiliently seated check valve in the second bore positioned between the ends thereof, said plate having a duct extending from both 0f said bores beyond said valves to said hole, and Said plate having additional ducts therein connecting both of said bores at the ends of the bores adjacent said ports.

4. An air intake for internal combustion engines comprising a plate, said plate having a central hole therein, said plate having a bore therein closed at both ends, a sliding valve in said bore, a spring engaging the valve and urging said valve in one direction, said plate having two air intake ports therein, said ports extending into said bore adjacent one end thereof, and said ports being spaced apart, said ports adapted to be alternatively covered and uncovered by said valve, said plate having a second bore therein closed at both ends, a iesiliently seated check valve in the second bore positioned between the ends thereof, said plate having a duct extending from both of said bores beyond said valves to said central hole, and said plate having additional ducts therein connecting both of said bores at the ends of the bores adjacent said ports.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,945,192 Hunt Jan. 30, 1934 FOREIGN 'PATENTS Number Country Date 651,084 France Feb. 14, 1929 

